Method for operating an energy supply system for electric rail vehicles

Abstract

In an inventive method for operating an energy supply system, wherein the energy supply system serves to supply a fleet of electric rail vehicles, wherein a plurality of the rail vehicles each have at least one electrical energy storage device which serves to supply a drive system of the rail vehicle, wherein a respective control device of the plurality of rail vehicles is connected to a central data processing device via a programming interface, respective information of the first kind relating to a recorded operating characteristic of the energy storage device of the respective rail vehicle is provided to the data processing device by means of the programming interface.Based on the provided information of the first type and depending on the operating state of the energy supply system, the data processing device determines a target operating state of the energy storage system of the respective rail vehicle and provides this information to the control device of the respective rail vehicle as information of the second type via the programming interface. Depending on the provided information of the second type, the control device of the respective rail vehicle then controls the charging of the energy storage system from the energy supply system or the discharging of the energy storage system into the energy supply system.

Description

[0001] The invention relates to a method for operating an energy supply system for electric rail vehicles and a system for carrying out the method according to the invention.

[0002] Railway power systems, a specific type of energy supply system, provide electrical energy to electric rail vehicles. This electrical energy is supplied via overhead lines or conductor rails located along the rail network, to which the rail vehicles and their electric drive systems connect electrically via pantographs. A railway power system can have its own electrical energy sources and / or be connected to a public power grid. Increasingly, renewable energy sources, particularly solar and wind power, are used as energy sources, but their output is inherently subject to significant fluctuations. These fluctuations are balanced, for example, by supplementary energy generators that can selectively supply or absorb electrical energy as needed, thus enabling the efficient use of renewable energy.Stationary electrical energy storage systems are one example of energy generators that provide short-term, readily available balancing power to compensate for fluctuations in renewable energy generation. However, these systems have the disadvantage of requiring a large amount of space and typically offering only limited electrical energy storage capacity.

[0003] Rail vehicles, especially multiple units for passenger transport, are increasingly being equipped with one or more electrical energy storage devices, specifically so-called traction batteries. These energy storage devices enable the operation of rail vehicles even on lines or sections of lines without trackside power supply via overhead lines or conductor rails. In such so-called non-electrified sections, the electric drive system and other electrical consumers of the respective rail vehicle are supplied with energy stored in the electrical energy storage device. The energy storage device(s) are charged with electrical energy in electrified sections and / or at special charging stations, which are arranged at intervals along the non-electrified section.Charging stations that are also part of the railway power system can be located, for example, in the area of ​​depots and sidings.

[0004] The object of the invention is to improve the operation of an energy supply system for electric rail vehicles.

[0005] This task is solved by a method and a system with the respective features of the independent patent claims. Further developments are specified in dependent patent claims.

[0006] In an inventive method for operating an energy supply system, wherein the energy supply system serves to supply a fleet of electric rail vehicles, wherein a plurality of the rail vehicles each have at least one electrical energy storage device which serves to supply a drive system of the rail vehicle, wherein a respective control device of the plurality of rail vehicles is connected to a central data processing device via a programming interface, respective information of the first kind relating to a recorded operating characteristic of the energy storage device of the respective rail vehicle is provided to the data processing device by means of the programming interface.Based on the provided information of the first type and depending on the operating state of the energy supply system, the data processing device determines a target operating state of the energy storage system of the respective rail vehicle and provides this information to the control device of the respective rail vehicle as information of the second type via the programming interface. Depending on the provided information of the second type, the control device of the respective rail vehicle then controls the charging of the energy storage system from the energy supply system or the discharging of the energy storage system into the energy supply system.

[0007] According to a further development of the inventive method, the operating characteristic of the energy storage device is recorded as an actual state of charge, an actual charging power, an actual discharging power, a maximum charging power, a maximum discharging power, a free capacity and / or a total capacity.

[0008] In a further development of the method according to the invention, the power requirement of the respective rail vehicle is recorded and provided to the data processing device as third-type information via the programming interface, and the second-type information for the respective rail vehicle is determined by the data processing device on the basis of the first-type and third-type information provided.

[0009] In a further development of the method according to the invention, the operating characteristic of the energy storage of the respective rail vehicle is predicted for a future predetermined period and provided as information of the first kind to the data processing device via the programming interface, wherein the predicted operating characteristic is determined in particular on the basis of a predicted power requirement of the respective rail vehicle during the predetermined period, and the target operating state of the energy storage of the respective rail vehicle for the future predetermined period is determined by the data processing device on the basis of the provided information of the first kind and provided as information of the second kind via the programming interface.

[0010] In a further development of the method according to the invention, the second type of information provided is checked and, if necessary, corrected by the control device of the respective rail vehicle, in particular with manual support, and, based on the checked and, if necessary, corrected second type of information, the charging of the energy storage from the energy supply system or the discharging of the energy storage into the energy supply system is controlled by the control device of the respective rail vehicle, wherein, if the second type of information has been corrected, information regarding the correction, in particular the corrected second type of information, is provided to the data processing device by the control device via the programming interface.

[0011] According to a further development of the inventive method, an operating state is recorded for each of the majority of rail vehicles in the fleet, and a fourth piece of information relating to the operating state is provided to the data processing device via the programming interface, and the data processing device determines the second type of information for the respective rail vehicle based on the fourth type of information and the first type of information.

[0012] A system according to the invention comprises an energy supply system configured to supply a fleet of electric rail vehicles with electrical energy, a plurality of rail vehicles of the fleet, each of which has at least one energy storage device, wherein the energy storage device serves to supply a drive system of the rail vehicle, and each of which has a control device configured to control charging the energy storage device from the energy supply system or discharging the energy storage device into the energy supply system, and a central data processing device configured to control a target operating state of the energy storage device of the respective rail vehicle, wherein the control devices of the plurality of rail vehicles are each connected to the central data processing device via a programming interface.wherein the respective programming interface serves to provide information, and wherein the energy supply system, the majority of rail vehicles and the central data processing device are designed to carry out the method according to the invention.

[0013] According to a further development of the system according to the invention, the energy supply system is designed as a railway power system, and / or the data processing device is assigned to the energy supply system and / or an operator of the fleet of rail vehicles.

[0014] The control device of a given rail vehicle can be a computer, a microcontroller, a processor, or another programmable hardware component. The control device is specifically designed to read, receive, write, transmit, and / or manage data. Furthermore, the control device can be part of a central vehicle control system. Alternatively or additionally, the control device can be decentralized, with multiple control devices within the rail vehicle configured to jointly handle control tasks. This can be achieved, in particular, through so-called edge computing, which utilizes the available computing resources of various control devices within the rail vehicle. Edge computing is understood here in the context of information technology.

[0015] The electrical energy storage system of a rail vehicle is designed, for example, as a drive or traction battery, which, through a suitable interconnection of a plurality of battery cells, provides the necessary voltage and capacity to supply the electrical drive system and other electrical consumers of the rail vehicle with electrical energy, especially if it is not electrically connected to a power supply network.

[0016] The programming interface used according to the invention, both on the side of the rail vehicles or their control devices and on the side of the central data processing device, is to be understood in the sense of information technology. Such a programming interface is referred to in English as an "Application Programming Interface," abbreviated "API." The programming interface is preferably configured to link different systems so that data or information can be exchanged between these systems. According to the invention, the different systems of the central data processing device and the control devices on the rail vehicle side exchange data or information of various kinds via the programming interface.

[0017] The central data processing device can be, for example, a computer, a microcontroller, a processor, a server, or another programmable hardware component. Additionally or alternatively, the central data processing device can be a virtualized hardware resource, a cloud computing environment, and / or a runtime environment with variable computing and / or storage capacities. In the context of the present invention, the term "runtime environment" is to be understood in the sense of computer science. The central data processing device is specifically configured to read, receive, write, transmit, and / or manage data. In the preferred application, the central data processing device is stationary and located on the so-called landside of the system, as opposed to the vehicle side.

[0018] The method according to the invention makes it possible, in particular, to control an operating parameter, for example, a charging power, a discharging power, and / or a state of charge, of an energy storage device of the respective rail vehicle by means of a device external to the vehicle. This advantageously enables the energy storage capacities of rail vehicles in the fleet to be used as supplementary control power capacity for the energy supply system. Depending on the available storage capacity in the energy storage devices of the rail vehicles, large amounts of energy can be stored or released quickly, thereby making high positive or negative electrical power available at short notice for the reliable operation of the energy supply system. The programming interface enables individual control of the energy storage devices of the rail vehicles by the central data processing device.This allows both individual rail vehicles and the entire fleet to be used individually or jointly, for example by the fleet operator, as required to provide balancing power capacity for the energy supply system.

[0019] Maximum charging and discharging power are typically dynamic operating parameters that depend on the current state of charge of the associated energy storage device. These parameters allow for the cost-effective determination of the amount of electrical energy that can be stored or released by the energy storage device. Furthermore, they enable the determination of the maximum possible charging and / or discharging power available at a predetermined time. By considering the current charging or discharging power, reliable charging and discharging capacities can be determined. This allows for the predefined time profiles of a charging or discharging process. Consequently, power output or input can be controlled in a predetermined, time-dependent manner.Available balancing power capacity can be determined quickly and cost-effectively in this way. Furthermore, a target state of charge, target charging power, and / or target discharging power can be specified, reliably taking into account the current operating state of the affected energy storage system.

[0020] Third-type information is provided by the rail vehicle or its control unit via the programming interface of the data processing device. Based on the provided first-type information and the third-type information, the data processing device determines the second-type information for the respective rail vehicle. For example, the third-type information is determined by the control unit of the respective rail vehicle. A target state of charge, a target discharge power, and / or a target charging power of an energy storage system can thus be reliably determined, taking into account the current power demand of the rail vehicle. This prevents the power demand of the rail vehicle, particularly for the drive system, from exceeding the electrical energy that its energy storage system can provide.This reliably prevents operational interruptions. Furthermore, the free capacity of the energy storage system can be determined with improved accuracy.

[0021] The first-order information obtained from each of the multiple rail vehicles is provided via the programming interface of the central data processing unit. For each of the multiple rail vehicles, corresponding second-order information is then determined based on the provided first-order information. Advantageously, this second-order information is determined using the central data processing unit. Subsequently, the central data processing unit provides each of the multiple rail vehicles with corresponding second-order information via the programming interface. Based on this second-order information, the transfer of electrical energy from the energy storage devices of the multiple rail vehicles to the power supply system, or from the power supply system to the energy storage devices of the multiple rail vehicles, is controlled.

[0022] Large amounts of energy can thus be distributed quickly and efficiently across a multitude of energy storage systems. This reduces or even prevents excessive strain on individual storage units, thereby ensuring a long service life for these systems despite their supplementary use. Furthermore, the fleet, or a portion thereof, can be used to create a virtualized power plant, providing a large, potentially supplementary, balancing capacity. This allows a fleet to be reliably used to compensate for fluctuations in the demand and availability of electrical energy within a rail vehicle power supply system. Additionally, the balancing capacity provided in this way can be offered on a balancing power market.In addition to considering the availability and demand for electrical energy within the power supply system, the system can also take into account the need for balancing power in higher-level or secondary power supply systems. This allows the present method to increase the economic viability of a rail vehicle fleet. Furthermore, the programming interface allows for separate decisions for each rail vehicle regarding the extent to which an operating parameter or the operating state of an energy storage system should be modified. This enables an operator to cost-effectively customize the operation of their rail vehicle fleet.

[0023] In addition, the inventive method can provide that, based on the acquired information of the first type concerning an operating characteristic of the energy storage devices of the multiple rail vehicles, information concerning a target operating state is determined separately for each energy storage device of the multiple rail vehicles. The information concerning the target operating state of the respective energy storage device is provided separately to the respective rail vehicle via the programming interface. The information concerning the target operating state is expediently a target value of a predetermined operating characteristic, such as a state of charge, a charging power, and / or a discharging power.

[0024] The programming interface allows control over the type and / or scope of information exchanged between the respective rail vehicle and the data processing device. The use of a rail vehicle's energy storage system for providing ancillary services can be customized using the programming interface. The operator of a rail vehicle within a fleet can control a target operating state of the respective energy storage system as needed for specific vehicle types or for rail vehicles in specific operating states. Furthermore, individual requirements can be implemented cost-effectively using the programming interface.

[0025] In particular, it may be stipulated that the provided second-type information is manually reviewed, corrected, and / or released. Based on the manually reviewed, corrected, and / or released second-type information concerning the target operating state of the energy storage system, the transfer of electrical energy from the vehicle's energy storage system to the stationary power supply system or from the stationary power supply system to the vehicle's energy storage system can then be controlled. Such manual review, correction, and / or release of a control variable specified by the second-type information can be performed by an operator and / or the vehicle driver. This makes it possible to extend the service life of the energy storage system by avoiding increased stress and to ensure the operational safety of the rail vehicle.Furthermore, in specific applications, the remaining range of the rail vehicle can be controlled according to individual needs. For example, information regarding the target operating state can be used as a recommendation for the efficient operation of the energy supply system.

[0026] Forecasting available capacity, charging power, and / or discharging power over a predetermined period allows for improved control of the energy supply system by proactively identifying available capacity, charging power, and / or discharging power. This enables a quick and efficient response to fluctuations in the energy supply system.

[0027] The projected power requirement of a rail vehicle during a predetermined period can be forecast based on a timetable and / or a duty roster. Furthermore, influencing factors such as weight and / or terrain topography, as well as planned braking and / or acceleration processes, can be considered when forecasting power requirements. This can improve the accuracy of the forecast, particularly regarding available capacity.

[0028] Information is preferably transmitted between the data processing device and the rail vehicles via wireless communication links. For example, a mobile communication system is used for wireless transmission, which is already employed for other types of information between the data processing device and the rail vehicles. This mobile communication system ensures a secure communication connection, in particular a high level of protection against eavesdropping through encrypted transmission.

[0029] Considering the operating state of the energy supply system for determining the second type of information enables an increase in the efficiency of the method according to the invention. A need for balancing power can be determined quickly and reliably. Furthermore, the required balancing power for the purpose of efficient operation of the energy supply system can be determined with high accuracy. Temporary or rapidly changing demands on electrical energy in the energy supply system can be compensated for quickly and efficiently using the energy storage systems of the majority of the rail vehicles in the fleet. Excess capacity can be reliably absorbed and / or temporarily stored. This makes it possible, for example, to use renewable energy sources efficiently for the operation of the energy supply system.

[0030] The operating state of the energy supply system refers in particular to information concerning energy demand in at least one section of the energy supply system. Furthermore, the operating state of the energy supply system can include available electrical energy, excess electrical energy capacity, electrical energy demand, a forecast of future demand, and / or a forecast of future surplus electrical energy within a predetermined period in the energy supply system. In addition, the information concerning the operating state of the energy supply system can relate to power fluctuations, which are caused, for example, by fluctuations in renewable energy generation.

[0031] Furthermore, it may be possible to record the operating state of the respective rail vehicle and provide a fourth piece of information relating to this operating state to the data processing device via the programming interface. Based on this supplementary fourth piece of information concerning the operating state and the first type of information, the central data processing device determines the second type of information. This allows, in particular, for the careful use of the energy storage system and / or the avoidance of excessive stress on the energy storage system. For example, a predetermined state of charge for the energy storage system can be provided in the case of a rail vehicle being parked for an extended period. This can reduce the aging of the energy storage system during the parking operation.Furthermore, this allows rail vehicles not currently in operation to contribute to the balancing power capacity. Advantageously, the data management device can control the discharge or charging of batteries in parked rail vehicles, taking their respective operating status into account.

[0032] The system according to the invention makes it possible to query information concerning an operating parameter of the energy storage system of a respective rail vehicle from outside the rail vehicle or from an external source, as well as to control the operating state of the energy storage system. In particular, the operating state of the energy storage system can be controlled by specifying target values ​​for predetermined operating parameters. The energy storage system of a respective rail vehicle can thus be used as part of a virtual power plant to provide ancillary services capacity. In particular, the energy storage system can be used as an intermediate storage facility for surplus electrical energy that would otherwise remain unused.

[0033] The at least one energy storage device of the rail vehicle is preferably designed as a traction battery and configured to provide electrical energy for an electric drive system of the rail vehicle. The traction battery enables a high capacity for receiving or supplying control power quickly and reliably.

[0034] The majority of the fleet's rail vehicles are connected to the data processing device via an API to provide information on an operational parameter of their respective energy storage system. This allows energy storage systems from vehicle fleets and / or train sets to be shared to provide a large capacity for frequency regulation. This enables the rapid storage and release of large amounts of electrical energy. Electrical energy can thus be absorbed in the short term and released again over a longer period as needed. This reliably and cost-effectively enables highly efficient operation of an energy supply system using renewable energy sources. Furthermore, it reduces the load on individual energy storage systems.

[0035] The properties, features, and advantages of the invention described above, as well as the manner in which they are achieved, are explained in more detail in the following description of exemplary embodiments in conjunction with the figures. These exemplary embodiments serve to illustrate the invention and do not limit it to the combinations of features specified therein, including functional features. Furthermore, all features specified in the exemplary embodiments can be considered in isolation and combined appropriately with the features of any claim.

[0036] They show: FIG 1 a system according to the invention, FIG 2 a first example of the method according to the invention, and FIG 3 a second, extended example of the method according to the invention.

[0037] FIG 1 Figure 18 schematically shows a system 18 according to the invention, by means of which an improved operation of a stationary energy supply system 10 for electric rail vehicles 12 can be realized.

[0038] System 18 includes a stationary power supply system 10, which is designed to provide electrical energy for rail vehicles 12. Only individual sections of the stationary power supply system 10 are shown schematically here in the form of overhead line sections, to which the rail vehicles 12 can be electrically connected via pantographs.

[0039] By way of example, the stationary power supply system 10 comprises a trackside overhead line system with contact wires or overhead lines. A rail vehicle 12 can draw electrical energy from the power supply system 10 or feed it into the power supply system 10 by means of a pantograph electrically connected to the overhead line. Preferably, the power supply system 10 is a railway power supply that provides rail vehicles 12 with electrical energy via the overhead line system. The power supply system 10, or the railway power supply, further comprises electrical energy sources not specifically shown and / or is connected to at least one such energy source, for example, a public power grid. In particular, at least some of the energy sources can be renewable energy generators such as photovoltaic systems or wind turbines.These energy sources feed electrical energy directly into the energy supply system 10. Naturally, however, the generation of electrical energy from renewable energy sources is subject to fluctuations. To ensure the reliable operation of the energy supply system 10, a balancing power capacity is required to compensate for such fluctuations. For this purpose, the energy supply system 10 can include, for example, stationary energy storage devices or energy sources (not specifically shown) that can quickly meet a demand for storing or generating electrical energy. Stationary energy storage devices, for instance, can absorb and temporarily store excess electrical energy.

[0040] Furthermore, the system comprises 18 several electric rail vehicles 12 of a rail vehicle fleet. For example, a majority of the rail vehicles 12 in this fleet are, in the example of the FIG 1 All rail vehicles 12 are battery-electric rail vehicles. These rail vehicles 12 each have at least one energy storage device 14, which is designed as a drive or traction battery and in which a sufficient amount of energy can be stored to provide the electric drive system of the rail vehicle 12 with drive energy for a predetermined range. Along track sections that are not equipped with the energy supply system 10 or with overhead lines, the rail vehicle 12 can thus be operated and driven electrically.

[0041] In this case, the energy storage units 14 of the rail vehicles 12 are charged with electrical energy using the energy supply system 10. This can take place both during operation and while the rail vehicle 12 is stationary, for example in the area of ​​a stop or charging station equipped with overhead lines. In the example of the FIG 1 Each of the multiple electric rail vehicles 12 of the system 18 has an energy storage device 14 of the type mentioned above. Furthermore, each energy storage device 14 of the multiple rail vehicles 12 can be connected to the power supply system 10 in such a way that the transfer of electrical energy from the power supply system 10 to the energy storage device 14 and / or electrical energy from the energy storage device 14 to the stationary power supply system 10 is possible. This allows electrical energy to be drawn from the power supply system 10 by each of the rail vehicles 12 or fed into the stationary power supply system 10.

[0042] Each of the majority of the rail vehicles 12 in the fleet has a control device 20. The control device 20 controls the charging and discharging of the electrical energy storage device 14. Furthermore, each of these control devices 20 is configured to record at least one operating parameter of the respective energy storage device 14. This operating parameter can be the state of charge, the actual charging power, the actual discharging power, the maximum charging power, and / or the maximum discharging power. For example, the control device 20 has a battery management system, abbreviated as "BMS".

[0043] Furthermore, system 18 includes a central data processing device 16. The central data processing device 16 is, for example, a stationary server or a stationary computing unit, which in the context of railway operations is also referred to as the landside. The central data processing device 16 is connected to the several rail vehicles 12 via radio links in order to transmit data or information between the central data processing device 16 and the control devices 12 in the rail vehicles 12. The information is made available after transmission via the radio interface using a programming interface. The programming interface allows control over both the type and scope of information to be transmitted between the aforementioned rail vehicles 12 and the central data processing device 16.Furthermore, it is provided that the programming interface is used to control whether and when predetermined information is queried or that information is automatically transferred between one of the several rail vehicles 12 and the central data processing device 16 within predetermined time intervals.

[0044] The programming interface is used here to query information concerning an operating parameter, such as the current state of charge, current charging power, current discharging power, maximum charging power, and / or maximum discharging power of each of the energy storage devices 14 of the multiple rail vehicles 12, and to specify a target operating state using the central data processing device 16. By specifying the target operating state, a target state of charge as well as a charging power or discharging power can be defined. This allows predetermined time profiles for a respective charging or discharging process to be defined. This makes it possible to provide a control power capacity using the energy storage devices 14 of the rail vehicles 12, thereby potentially supplementing or replacing existing stationary energy storage systems.This enables remote control of the operating state of the energy storage devices 14 of the rail vehicles 12 by the data processing device 16. Using the data processing device 16, one or more rail vehicles 12 of a fleet, and potentially multiple fleets, can be used to provide balancing power capacity, for example, in the form of a virtual power plant. Such a virtual power plant offers the possibility of at least partially compensating for fluctuations in the electrical energy supply, which occur, for example, as a result of renewable energy generation, using the stationary energy supply system 10. Excess electrical energy can be quickly and reliably absorbed and temporarily stored using the available energy storage devices 14 of the rail vehicles 12, or fed into the grid as needed.This makes it possible to provide efficient operation of the energy supply system 10.

[0045] FIG 2 A first example of a method 100a for operating an energy supply system 10 for electric rail vehicles 12 is illustrated using a schematic flowchart, in which an operating state of the energy storage devices 14 of the rail vehicles 12 is remotely controlled. The first example of method 100a is then described below using the example in connection with FIG 1 The embodiment of system 18 is described in more detail.

[0046] First, the present example of procedure 100a provides that, by means of the data processing device 16, information concerning a recorded operating state of the energy supply system 10 is determined, step 118. The information concerning the operating state of the energy supply system 10 is, for example, information concerning available electrical energy, an overcapacity or an undercapacity of supplyable electrical energy and / or a forecast concerning future demand, future surplus power and / or future fluctuation in energy generation, in particular renewable energy generation in the system 18.

[0047] Furthermore, method 100a provides that, by means of a control device 20 of each of the several rail vehicles 12, an operating characteristic of a respective associated energy storage device 14 is recorded, step 102. This step 102 can be carried out before, in parallel with, or after step 118 and, in particular, at predetermined time intervals. Advantageously, in step 102, the operating characteristic of one of the energy storage devices 14 is recorded as its current state of charge, current charging power, current discharging power, maximum charging power, maximum discharging power, free capacity, and / or total capacity. Subsequently, the rail vehicles 12 each provide information of the first type relating to the recorded operating characteristic to the respective programming interface, step 104, and this information of the first type is transmitted via the radio interface to the data processing device 16, step 116.

[0048] Based on the first-type information provided by the rail vehicles 12 via the programming interface and the information concerning the operating state of the energy supply system 10, the data processing device 16 determines a respective target operating state separately for each of the energy storage devices 14 of the rail vehicles 12, step 106. The target operating state is, for example, a target value for one of the aforementioned operating parameters of the energy storage device 14. Advantageously, this is a target value concerning a charging power or a discharging power, as well as a target value concerning the state of charge.

[0049] Knowing the demand for electrical energy and the electrical energy currently available from the energy sources of the power supply system 10 and / or the energy sources connected to it, the central data processing device 16 can easily and reliably determine the extent to which there is a need for control power capacity to be provided by the energy storage devices 14 of the rail vehicles 12. In this way, the data processing device 16 centrally determines a corresponding target operating state for each energy storage device 14 of the rail vehicles 12.

[0050] Subsequently, each of the rail vehicles 12 provides first-type information relating to the recorded operating parameter to the respective programming interface (step 104) and transmits this second-type information via the radio interface to the data processing device 16 (step 116). Following this, the data processing device 16 provides second-type information relating to the respective target operating state of the energy storage device 14 to the programming interface of the data processing device 16 for each rail vehicle 12 (step 104) and transmits this second-type information to the rail vehicles 12 via the radio interface (step 116).

[0051] Based on the second type of information provided via the programming interface concerning the target operating state, the control device 20 of the respective rail vehicle 12 subsequently adjusts the actual charging power or actual discharging power and the actual state of charge of the energy storage device 14 to the specified target charging power or target discharging power and the specified target state of charge of the energy storage device 14, step 108.

[0052] For example, if there is an overcapacity of electrical energy in the power supply system 10, the charge level of at least some of the energy storage devices 14 of the multiple rail vehicles 12 is increased to a specific target charge level using the second type of information provided by the data processing device 16. Conversely, if energy generation is insufficient to meet demand, the charge level of the energy storage devices 14 of at least some of the rail vehicles 12 is decreased using the second type of information. The target charge level serves as the benchmark for the type and amount of electrical energy to be received or released. In this way, fluctuations in demand or generation in the power supply system 10 can be counteracted quickly and as needed. The energy storage devices 14 of the rail vehicles 12 can thus reliably and extensively provide balancing power capacity.Furthermore, the charging and discharging of energy storage devices 14 of the rail vehicles 12, controlled by the data processing device 16 using second-type information, enables these devices to either temporarily store or release readily available electrical energy quickly and efficiently. This allows fluctuations, particularly those associated with renewable energy generation, to be efficiently and easily balanced. In particular, the capacity of existing stationary battery storage systems can be supplemented or replaced by the available capacity of the energy storage devices 14 of the rail vehicles 12.

[0053] FIG 3 A second, extended example of the inventive method 100b is also illustrated using a flowchart. The second example of method 100a is also illustrated using the flowchart related to FIG 1 The embodiment of system 18 is described in more detail.

[0054] The second example of procedure 100b represents a further development of the procedure in connection with FIG 2 The first example of procedure 100a illustrates this. In contrast to the first example of procedure 100a, in addition to the information concerning the operating state of the energy supply system 10 and the information concerning the operating parameters of the energy storage devices 14 of the rail vehicles 12, further information is taken into account for the purpose of determining the respective target state of charge of the energy storage devices 14.

[0055] One of the additional pieces of information concerns the respective power requirements of the rail vehicles 12. For this purpose, a separate power requirement is recorded for each of the rail vehicles 12, step 110. The third-type information concerning this determined power requirement, together with the first-type information, is provided to the data processing device 16 via the programming interface of the respective rail vehicle 12, step 104. Steps 118 and 110 can be carried out sequentially according to the flowchart, but also simultaneously or in reverse order. Based on the additional third-type information, the data processing device 16 can determine the extent to which free capacity is available in the energy storage systems 14 and / or can be provided by the rail vehicles 12 as balancing power capacity.

[0056] Another piece of additional information concerns a forecast of the operating characteristic of the energy storage system 14 of the respective rail vehicle 12 for a future predetermined period, step 114, where the period may be, for example, fifteen minutes. The information relating to a forecasted operating characteristic, for example, a free capacity, an available charging power and / or discharging power, is provided to the data processing device 16 as information of the first kind via the programming interface, step 104. The control device 20 can, for example, estimate or predict the operating characteristic based on a deployment plan, a timetable, an occupancy status, a weight of the rail vehicle 12, a topology of a planned route and / or from empirical data from previously completed journeys.In the same way, the control device 20 can use this information to predict future power requirements and provide this information as third-type information via the programming interface.

[0057] Another piece of additional information concerns the recorded operating state of the rail vehicles 12, step 120. Based on this fourth type of information regarding the operating state of the rail vehicles 12, a more extensive use of the energy storage devices 14 can be realized. For example, during a parking operation, in which an interruption of the rail vehicle 12's operation is planned for several hours or days, but during which the rail vehicle 12 remains electrically connected to the energy supply system 10, for example a charging station, and the control device 20 remains communicatively connected to the data processing device 16 via the programming interface, a large part of the total capacity of the energy storage device 14 can be made available as balancing power capacity.If the available capacity is not required for the control power capacity, an optimal state of charge for the calendar aging of the energy storage device 14 can, for example, be set by the control device 20 or by the data processing device 16 using second-type information. A variety of individually configurable use cases can be implemented using the programming interface, in particular individually by the person operating the respective rail vehicle 12 and / or generally by the fleet operator. The fourth-type information concerning the power requirement is provided to the data processing device 16 via the programming interface of the respective rail vehicle 12, together with the first-type information and, if applicable, the third-type information, step 104.Steps 118, 110, 114 and 120 can be carried out sequentially according to the flowchart, or simultaneously or in reverse chronological order.

[0058] Based on the information provided, a target operating state is determined individually for each energy storage device 14 of the rail vehicles 12 by the central data processing device 16, step 106, and a corresponding second piece of information is provided via the programming interface and transmitted via the radio interface, steps 104 and 116.

[0059] In contrast to the first procedure 100a of the FIG 2 The second procedure, 100b, further provides, by way of example, that the transmitted second piece of information is first manually checked, corrected if necessary, and then released (step 112). This allows the vehicle operator to intervene as needed before the control of the electrical energy transmission begins. In this way, the individual needs of the rail vehicle 12, or more precise knowledge thereof, are given greater relevance than optimized control of the control capacity by the data processing device 16 of the energy supply system 10. Based on the checked, corrected, and finally released second piece of information regarding the target operating state, in particular the target state of charge, the already established FIG 1 and 2described exchange of electrical energy between the energy storage device 14 of the respective rail vehicle 12 and the energy supply system 10 controlled by the control device 20, step 108.

[0060] The balancing power capacity provided by the energy storage systems 14 of the rail vehicle fleet can be offered by the operator, for example, on a balancing power market, perhaps in the form of a virtual power plant. The scope of the balancing power offered is determined, for example, by the central data processing device 16. This calculation expediently includes safety reserves, the service life of the energy storage system 14, and the initial information transmitted via the programming interface, particularly regarding the state of charge of the energy storage system 14. The various, potentially conflicting, interests are weighed by the central data processing device 16, for example, on a monetary basis.For a period during which the offered control power capacity is taken up via the control power market, the central data processing device 16 distributes the target control power required by the grid to the energy storage devices 14 of the rail vehicles 12 using the programming interface. An operator of the rail vehicle fleet can thus unlock additional benefits.

Claims

1. Method (100a, 100b) for operating an energy supply system (10), wherein the energy supply system (10) serves to supply a fleet of electric rail vehicles (12), wherein a plurality of the rail vehicles (12) each have at least one electrical energy storage device (14) which serves to supply a drive system of the rail vehicle (12), wherein a respective control device (20) of the plurality of rail vehicles (12) is connected via a programming interface to a central data processing device (16), wherein a respective first-order information relating to a recorded operating characteristic of the energy storage device (14) of the respective rail vehicle (12) is provided to the data processing device (16) by means of the programming interface,- the data processing device (16) determines a target operating state of the energy storage device (14) of the respective rail vehicle (12) based on the provided information of the first type and depending on an operating state of the power supply system (10) (106) and provides the control device (20) of the respective rail vehicle (12) with the respective information of the second type via the programming interface, and - depending on the provided information of the second type, the control device (20) of the respective rail vehicle (12) controls the charging of the energy storage device (14) from the power supply system (10) or the discharging of the energy storage device (14) into the power supply system (10) (108).

2. Method (100a, 100b) according to claim 1, wherein the operating characteristic of the energy storage device (14) is recorded as an actual state of charge, an actual charging power, an actual discharging power, a maximum charging power, a maximum discharging power, a free capacity and / or a total capacity (102).

3. Method (100b) according to claim 1 or 2, wherein - a power requirement of the respective rail vehicle (12) is recorded (110) and provided to the data processing device (16) as third-type information via the programming interface (104), and - the second-type information for the respective rail vehicle (12) is determined by the data processing device (16) on the basis of the first-type and third-type information provided (104) (106).

4. Method (100b) according to one of the preceding claims, wherein - the operating characteristic of the energy storage device (14) of the respective rail vehicle (12) is predicted for a future predetermined period (114) and is provided as information of the first kind to the data processing device (16) via the programming interface, wherein the predicted operating characteristic is determined in particular on the basis of a predicted power requirement of the respective rail vehicle (12) during the predetermined period (114), and - the target operating state of the energy storage device (14) of the respective rail vehicle (12) is determined by the data processing device (16) on the basis of the provided information of the first kind for the future predetermined period and is provided as information of the second kind via the programming interface.

5. Method (100b) according to one of the preceding claims, wherein - the provided second-type information is checked and, if necessary, corrected by the control device (20) of the respective rail vehicle (12), in particular with manual support (112), and - on the basis of the checked and, if necessary, corrected second-type information, the charging of the energy storage device (14) from the energy supply system (10) or the discharging of the energy storage device (14) into the energy supply system (10) is controlled by the control device (20) of the respective rail vehicle (12) (108), wherein, if the second-type information has been corrected, information regarding the correction, in particular the corrected second-type information, is provided to the data processing device (16) by the control device (20) via the programming interface.

6. Method (100b) according to one of the preceding claims, wherein - an operating state is recorded for each of the plurality of rail vehicles (12) of the fleet and a fourth piece of information relating to the operating state is provided to the data processing device (16) by means of the programming interface, and - the data processing device (16) determines the second piece of information of the respective rail vehicle (12) on the basis of the fourth piece of information and the first piece of information.

7. System (18), comprising: - a power supply system (10) configured to supply a fleet of electric rail vehicles (12) with electrical energy, - a plurality of rail vehicles (12) of the fleet, each of which has at least one energy storage device (14), wherein the energy storage device (14) serves to supply a drive system of the rail vehicle (12), and each of which has a control device (20) configured to control charging the energy storage device (14) from the power supply system (10) or discharging the energy storage device (14) into the power supply system (10), and - a central data processing device (16) configured to control a target operating state of the energy storage device (14) of the respective rail vehicle (12),wherein the control devices (20) of the plurality of rail vehicles (12) are each connected to the central data processing device (16) via a programming interface, wherein the respective programming interface serves to provide information, and wherein the power supply system (10), the plurality of rail vehicles (12) and the central data processing device (16) are configured to carry out the method (100a, 100b) according to one of claims 1 to 6.

8. System (18) according to claim 7, wherein - the power supply system (10) is designed as a railway power system, and / or - the data processing device (16) is assigned to the power supply system (10) and / or to an operator of the fleet of rail vehicles (12).

9. Computer program which, when executed, causes the system (18) according to claim 7 or 8 to carry out the method (100a, 100b) according to any one of claims 1 to 6.

10. Computer-readable medium comprising instructions which cause the system (18) according to claim 7 or 8 to carry out the method (100a, 100b) according to any one of claims 1 to 6.

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